hey im new here ive had many o mustangs love em like i love my son lol but i have a question i like the boss 302 engine i have 3 mustangs but i got a new one i have a 1990 mustang gt and it has a c6 with 3500 stall and 373 gears full roll cage and the nice built in connectors underneath and i would like sum info well long story short i love to talk lol but anyhoos i got a 306 motor freshy rebuilt and a set of clevland heads wonder what to do like tips or trick if i can turn it into a boss engine i have a b303 cam will it work any suggestions or comments that are not rude will be greatly appreciated thnx guyz

Its called a clevor motor. You would need new pistons and a custom intake among many other things. But since you already have the short block I would get some good aftermarket heads. There was a thread on here if you surch for it they have a lot of info in there.

I wouldn't try and do the work needed to sswap the Cleveland heads. They were great at one time, but most new aftermarket Windsor heads will out perform them. If you like the angle valve heads some of the FRPP heads are based on that design, but are far superior. As an after note, Ford has just announced that they are re-releasing the Boss 302 as a crate engine. Based on their modern components. It was reported that a crate Boss 302 with 350HP wil sell for about $4650. They will be offering other versions up to a 331 inch 500HP engine in the $10,000 range.

All good responses.
If you are really into the Cleveland look, then you need the Australian heads that basicly have the 4 bbl. quench chamber and the smaller 2 bbl. intake port runners. Open chamber 2 bbl heads suck on a 302 as do poor velocity 4 bbl heads. Modern alum heads outflow any combination. The TFS Twisted Wedge heads or AFRs are the best IMO.

I suggest you look into the current ENGINE MASTERS magazine winter 2006 (sic) on the news-stands now for a 302 cube buildup that sports about 400 hp in a good streetable engine. (Winter 2006 ended LAST MARCH)

As an after note, Ford has just announced that they are re-releasing the Boss 302 as a crate engine. Based on their modern components. It was reported that a crate Boss 302 with 350HP wil sell for about $4650. They will be offering other versions up to a 331 inch 500HP engine in the $10,000 range.

Uh...Are you sure the new engine is not a Modular instead of a Ninety-Degree?

You are scaring me here lately. You change the filters in your respirator frequently?

Personally, I would prefer the CLV heads over the new ones (especially if I had a set lying around.. But that is just me). You can even mount EFI on them now...

No Gary, I'm not referring to that danged overgrown motorcycle engine. They may have announced it at SEMA, but it came through on our Cobra forum earlier this week. It is based on the Boss 302 block they started offering last year and will have the 4 bolt block (improved) and will use some of the canted valve aluminum heads.The mid $4000 range for a 350 HP Boss 302 engine sounds pretty good to me, although the 500HP 331 at 10gs is a little pricey. They are supposed to be available the first part of 2007...... What's a respirator???

There is a new Boss crate engine on the horizon. The block looks good but I haven't seen any evidence of canted valve heads on the crate motor. All I've seen is an overpriced Windsor headed version trying to pass itself off as a genuine Boss. It's criminal in my opinion. http://www.fordmuscle.com/blog/boss-...or-2007/112149

There is a new Boss crate engine on the horizon. The block looks good but I haven't seen any evidence of canted valve heads on the crate motor. All I've seen is an overpriced Windsor headed version trying to pass itself off as a genuine Boss. It's criminal in my opinion.

Just a few clarifications, I know that some are already aware. The term CLEVOR was created to signify CLEVeland heads on a windsOR block, taking advantage of both strong suits at the time. Cleveland heads flowed well and windsor blocks had a far better oiling system. On the new "Boss 302" crate engine I thought they were using one of the canted valve designs that they already supply since it retains stock exhaust pattern. That engine at the engine masters link looks as if it has canted valve heads also. There was at one time, I don't know how many were made, a CLEVOR block that used a Windsor oiling system but was designed to be a direct bolt on for Cleveland heads. I have never seen any except in Magazines, so not sure how many were made before the influx of aftermarket heads made them obsolete. As Gary said, the Cleveland top end is archaic now days and unless you just want a neat conversation piece it is a waste of a lot of money( for the average guy with our machine shop access) to create something that could be ourpowered by most aftermarket Windsor heads. Now many of the FRPP( as well as whoever else offers Angle valve heads) angle valve heads are designe with a threaded hole and come with a plug so they can be used on both blocks with no maching required. Those are the heads I think will be used. It of course is a Tragedy that the term "BOSS 302" is used.... but better on that one than the Mod motor they sell as a 5.0.

Just a few clarifications, I know that some are already aware. The term CLEVOR was created to signify CLEVeland heads on a windsOR block, taking advantage of both strong suits at the time. Cleveland heads flowed well and windsor blocks had a far better oiling system.

There was at one time, I don't know how many were made, a CLEVOR block that used a Windsor oiling system but was designed to be a direct bolt on for Cleveland heads. I have never seen any except in Magazines, so not sure how many were made before the influx of aftermarket heads made them obsolete.

FORD MOTORSPORTS offered both a Windsor racing block and had special CLV style heads (and manifolds) to use in NASCAR and other forms of racing. YATES was one of the vendors. There were several series and I did not keep track as they were out of my price range...

It should also be mentioned that actual BOSS 302 cylinder heads are unique in that they can be bolted onto a NINETY-DEGREE (289/302) without machining (but must also have BOSS 302 intake) (will also fit 351W but no intake is available). The actual CLV heads (1970/ ) do require machining to go onto the afore mentioned blocks and require a unique aftermarket intake(s) or spacers. In addition, BOSS 302 heads also require machining to go onto the 351C block.

They (BOSS 302 and CLV) are actually two different systems. FORD borrowed the upcoming CLV design to graft onto the 302 for competition after the Tunnel Port 302's kept coming apart.

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